LS engien in a 7?????
Discussion
fuoriserie said:
Fantastic, it's just an engine on wheels. 
Stevie Mojo said:
fuoriserie said:
Fantastic, it's just an engine on wheels. 
, I would love to try it.....Slightly off topic, but i'd love to see the TVR AJP engine in a kit car (7esque)
Bearing in mind the 4.5 is an easy 400bhp and the engine weighs 121kgs, it's not exactly a heavyweight, revs freely, sounds sort of bike like, perfect.
Cosworth weighs 125kg / Pinto 145kg (roughly)
Trouble is, the engines are probably over £3k + T5 box isn't cheap.
Bearing in mind the 4.5 is an easy 400bhp and the engine weighs 121kgs, it's not exactly a heavyweight, revs freely, sounds sort of bike like, perfect.
Cosworth weighs 125kg / Pinto 145kg (roughly)
Trouble is, the engines are probably over £3k + T5 box isn't cheap.
ajprice said:
The Black Flash said:
ajprice said:
Aren't Dax Cossies also 4 wheel drive?
Some of them are, but most seem to be 2wd.
Chris.
I got a bit carried away on this subject a few years ago.
Since a Seven type chassis could not handle the sort of power that a Chevy LSx can produce, it seemed more "sensible" to build my own chassis, and then when you think of the aerodynamics that a car capable of over 200mph needs, I ended up doing my own body too.
It's called the Veeteor LS/R. Our prototype weighs in at around 1,000kg, 910kg without bodywork.
We're currently working on a completely flat floor and then paint to finish the car you see pictured below.
The engine is a 5.7 litre LS1 from a 1999 Camaro Z/28. We have added a FAST LSX Intake and 90mm throttle body, plus hand made exhausts, but it's otherwise stock and makes 395bhp / 410 lb ft. We use a 4L60E based TCI trans with a Gear Vendors overdrive so have 8 ratios, operated electronically with paddles. In testing we ran 11.9 seconds at 137mph, severely traction limited due to gearbox gremlins but you can see from the terminal speed the potential. Previously we ran 11.42 @ 118mph with the standard engine (340bhp) with the gearbox working better off the line. 10s will be easy once we've finished fiddling with the gearbox software and fitted a lower-rpm stall converter and I wouldn't be surprised if we can get into the high 9s.
The car runs TVR Cerbera front Hubs, AP Racing Brakes, Hydratrak differential (from an MG SVR) and bespoke double wishbone suspension all round. The car was in fact designed around the tyres with optimum handling the main design focus - it is 6' 6" wide with a 98" wheelbase and runs 295 section tyres at the rear. The steering is a Caterham Ultra Quick rack. We intend on a final power output of around 550-600bhp normally aspirated, but of course with the LSx you can pretty much dial in whatever power your wallet can handle up to 2500bhp. We built the chassis to handle upwards of 1000bhp hence why it is quite heavy - if we end up running over 250mph I want it to be strong!
I built it a) because I always wanted to and b) because I wanted a single car that was reliable, strong and easy to maintain that could race on circuits, drag strip and at top speed events and compete with the quickest road legal car at each discipline. One day I really want to go to Bonneville and hook it up into 8th....it's geared for 260 but a more realistic top speed with around 550bhp would be around 220. But with over 1000bhp, who knows!
http://www.veeteor.com
Since a Seven type chassis could not handle the sort of power that a Chevy LSx can produce, it seemed more "sensible" to build my own chassis, and then when you think of the aerodynamics that a car capable of over 200mph needs, I ended up doing my own body too.
It's called the Veeteor LS/R. Our prototype weighs in at around 1,000kg, 910kg without bodywork.
We're currently working on a completely flat floor and then paint to finish the car you see pictured below.
The engine is a 5.7 litre LS1 from a 1999 Camaro Z/28. We have added a FAST LSX Intake and 90mm throttle body, plus hand made exhausts, but it's otherwise stock and makes 395bhp / 410 lb ft. We use a 4L60E based TCI trans with a Gear Vendors overdrive so have 8 ratios, operated electronically with paddles. In testing we ran 11.9 seconds at 137mph, severely traction limited due to gearbox gremlins but you can see from the terminal speed the potential. Previously we ran 11.42 @ 118mph with the standard engine (340bhp) with the gearbox working better off the line. 10s will be easy once we've finished fiddling with the gearbox software and fitted a lower-rpm stall converter and I wouldn't be surprised if we can get into the high 9s.
The car runs TVR Cerbera front Hubs, AP Racing Brakes, Hydratrak differential (from an MG SVR) and bespoke double wishbone suspension all round. The car was in fact designed around the tyres with optimum handling the main design focus - it is 6' 6" wide with a 98" wheelbase and runs 295 section tyres at the rear. The steering is a Caterham Ultra Quick rack. We intend on a final power output of around 550-600bhp normally aspirated, but of course with the LSx you can pretty much dial in whatever power your wallet can handle up to 2500bhp. We built the chassis to handle upwards of 1000bhp hence why it is quite heavy - if we end up running over 250mph I want it to be strong!
I built it a) because I always wanted to and b) because I wanted a single car that was reliable, strong and easy to maintain that could race on circuits, drag strip and at top speed events and compete with the quickest road legal car at each discipline. One day I really want to go to Bonneville and hook it up into 8th....it's geared for 260 but a more realistic top speed with around 550bhp would be around 220. But with over 1000bhp, who knows!
http://www.veeteor.com
Edited by JenkinsComp on Thursday 18th December 22:41
Edited by JenkinsComp on Thursday 18th December 22:42
Edited by JenkinsComp on Thursday 18th December 22:54
JenkinsComp said:
I got a bit carried away on this subject a few years ago.
Since a Seven type chassis could not handle the sort of power that a Chevy LSx can produce, it seemed more "sensible" to build my own chassis, and then when you think of the aerodynamics that a car capable of over 200mph needs, I ended up doing my own body too.
It really looks good, and can see some Grande Punto lighting units ready for your body....Since a Seven type chassis could not handle the sort of power that a Chevy LSx can produce, it seemed more "sensible" to build my own chassis, and then when you think of the aerodynamics that a car capable of over 200mph needs, I ended up doing my own body too.
Edited by JenkinsComp on Thursday 18th December 22:54
Do you have more picuters of your bare chassis with the engine, let's say 3/4 front and rear views ?
Cheers
Italo
Edited by fuoriserie on Friday 19th December 11:56
fuoriserie said:
It really looks good, and can see some Grande Punto lighting units ready for your body....
Do you have more picuters of your bare chassis with the engine, let's say 3/4 front and rear views ?
Cheers
Italo
Cheers Italo, you are right about the lights! We looked at alot of series production cars such as the latest Honda Civic and Peugeot 206 but they didn't fit the lines very well. Then I saw a Fiat with those Maserati stlye lights and knew they would blend in beautifully. Do you have more picuters of your bare chassis with the engine, let's say 3/4 front and rear views ?
Cheers
Italo
Clive Denham of Aryliam Motorsport is shown here tinkering with the fuel regulator. He has put in many hours to develop the car to the stage it is at now, including bodywork development from my designs, and commissioning the car into working order.
Heres a shot of the underside of the car at our body shop, as the flat floor template is made. You can see the venturis built into the nose and diffuser at the rear.
Shot of the car with mule bodywork - it ran 11.42 @ 118mph with the stock 340bhp engine and very basic engine mapping.
Very old shot of the chassis and engine at Aryliam Motorsport
This shot was taken as we strapped on wood to the chassis and built the body over it with a mixture of wooden blades filled in with foam, then fillered over the top of that with a solid surface so that we could then take a mould without melting the foam.
Here you can see how we did that, half the car at a time then mirror imaging it.
Nice 3/4 shot of the rolling chassis prior to the bodywork. Shame to cover it really.
Front view
Close up of engine and snorkel intake that will eventually breathe through the NACA duct in the bonnet.
It fits in nicely behind the front wheels. The LS1 is an overhead valve engine, but the result is low centre of gravity, compact engines, that still make more than enough grunt.
Interior - those round hoops over the gearbox were tricky to get right
You can see the neat and tidy fuel system bits and pieces here. There are two of everything so that each bank (left and right) receives it's own fuel. This prevents starvation when cornering as hard as this thing will. Another bit of cool engineering by Mr Denham.
Close up of the exhausts. They were made by a guy that used to make BAR F1 exhausts. It was his first job as a freelance exhaust builder. Nice work!
Here is a shot of the buck with the Fiat lights visible!
And a close up.
Front 3/4 shot of the car at Mopar Nationals this year, with my daily driver in the background. The Corvette actually ran a better elapsed time than the Veeteor, an 11.79 vs 11.90! However, the Veeteor recorded a terminal speed of 136.75mph vs the Corvettes 121mph, belying it's ultimate potential. The converter is just wrong for the cars mass, so I had to tickle the Veeteor off the line at tickover, making a very slow start, and hence why the elapsed time was slow. But once it was underway, it flew. Much easier to drive than the Corvette too, as there is no clutch to worry about! It's like driving a big kart, as you drive with both feet - left on the brake right on the throttle.
Head on shot shows how the cage doesn't flow well with the body. Let this be a lesson to anyone who builds their chassis before knowing how the body will look! Next car we build will have the cage shaped to flow with the body better, and be less upright at the sides. It'll also be wider around the driver passenger area to give a little more room. Body was designed with more room in mind so will fit over chassis mk2.
This shot of the car at Santa Pod shows the width of the rear. The lights aren't fitted at this stage although they have been designed and produced.
The trio of lovely Chevrolet V8 powered muscle I had at the Pod!
Video clip of the 11.42 @ 118mph run when in 340bhp trim and Caterham bodywork.
http://s149.photobucket.com/albums/s60/JenkinsComp...
Exhausts
Edited by JenkinsComp on Sunday 21st December 10:48
Edited by JenkinsComp on Sunday 21st December 10:50
Edited by JenkinsComp on Sunday 21st December 11:08
that is a work of art, did you do much of it yourself?, i really like the fact that you have made your own bodywork.
I'm surprised its as heavy as it is? i know the LS engines arn't much heavier that a rotary engine as people put them in RX7's and the rest of the car looks pretty much like a 7 style kit car.
What made you with the auto gearbox rather then the proven T56 6 speed that often comes with the second hand engines?
I'm surprised its as heavy as it is? i know the LS engines arn't much heavier that a rotary engine as people put them in RX7's and the rest of the car looks pretty much like a 7 style kit car.
What made you with the auto gearbox rather then the proven T56 6 speed that often comes with the second hand engines?
JenkinsComp said:
fuoriserie said:
It really looks good, and can see some Grande Punto lighting units ready for your body....
Do you have more picuters of your bare chassis with the engine, let's say 3/4 front and rear views ?
Cheers
Italo
Cheers Italo, you are right about the lights! We looked at alot of series production cars such as the latest Honda Civic and Peugeot 206 but they didn't fit the lines very well. Then I saw a Fiat with those Maserati stlye lights and knew they would blend in beautifully. Do you have more picuters of your bare chassis with the engine, let's say 3/4 front and rear views ?
Cheers
Italo
Clive Denham of Aryliam Motorsport is shown here tinkering with the fuel regulator. He has put in many hours to develop the car to the stage it is at now, including bodywork development from my designs, and commissioning the car into working order.
Edited by JenkinsComp on Sunday 21st December 11:08
Will post something after Christmas.....
Cheers mate
Italo
Dirty Boy said:
Slightly off topic, but i'd love to see the TVR AJP engine in a kit car (7esque)
Bearing in mind the 4.5 is an easy 400bhp and the engine weighs 121kgs, it's not exactly a heavyweight, revs freely, sounds sort of bike like, perfect.
Cosworth weighs 125kg / Pinto 145kg (roughly)
Trouble is, the engines are probably over £3k + T5 box isn't cheap.
A few years ago I went round Brands in a Sylva Phoenix fitted with a 4.2 AJP; not a 7-esque car in looks but it shares a chassis with the Striker which is. It was damp, the car had big fat slicks, and was a bit silly. Bearing in mind the 4.5 is an easy 400bhp and the engine weighs 121kgs, it's not exactly a heavyweight, revs freely, sounds sort of bike like, perfect.
Cosworth weighs 125kg / Pinto 145kg (roughly)
Trouble is, the engines are probably over £3k + T5 box isn't cheap.
Haven't heard any news of it for a long time now but hopefully is still out there making people grin stupidly somewhere!Ruari
ruaricoles said:
Dirty Boy said:
Slightly off topic, but i'd love to see the TVR AJP engine in a kit car (7esque)
Bearing in mind the 4.5 is an easy 400bhp and the engine weighs 121kgs, it's not exactly a heavyweight, revs freely, sounds sort of bike like, perfect.
Cosworth weighs 125kg / Pinto 145kg (roughly)
Trouble is, the engines are probably over £3k + T5 box isn't cheap.
A few years ago I went round Brands in a Sylva Phoenix fitted with a 4.2 AJP; not a 7-esque car in looks but it shares a chassis with the Striker which is. It was damp, the car had big fat slicks, and was a bit silly. Bearing in mind the 4.5 is an easy 400bhp and the engine weighs 121kgs, it's not exactly a heavyweight, revs freely, sounds sort of bike like, perfect.
Cosworth weighs 125kg / Pinto 145kg (roughly)
Trouble is, the engines are probably over £3k + T5 box isn't cheap.
Haven't heard any news of it for a long time now but hopefully is still out there making people grin stupidly somewhere!Ruari
Hows it going ruari, your Cossie Phoenix still going strong?
JenkinsComp said:
Heres a shot of the underside of the car at our body shop, as the flat floor template is made. You can see the venturis built into the nose and diffuser at the rear.
Here is a shot of the buck with the Fiat lights visible!
I must congratulate you on your one off.Here is a shot of the buck with the Fiat lights visible!
Two little questions about aerodynamics, which is a strange art:
- Could you have brought the start of the rear diffuser forward at all? The undertray (with designed input by Gordon Murray) on my Midas gold started nearer the front with a gentler curve.
- Has the bonnet nostril been opened or is it just a styling feature?
JenkinsComp said:
That sounds like fun!
Hows it going ruari, your Cossie Phoenix still going strong?
Hello Chris,Hows it going ruari, your Cossie Phoenix still going strong?
Yes - lots of fun!
It'd be interesting to find out where that car is now. My Fury is still going strong, although with lack of time to enjoy it it's up for sale at the moment 
Enjoy your toys!
Ruari
FlossyThePig said:
I must congratulate you on your one off.
Two little questions about aerodynamics, which is a strange art:
Why thank you kind sir! Two little questions about aerodynamics, which is a strange art:
- Could you have brought the start of the rear diffuser forward at all? The undertray (with designed input by Gordon Murray) on my Midas gold started nearer the front with a gentler curve.
- Has the bonnet nostril been opened or is it just a styling feature?
1. You are right about the diffuser. When I first saw it, my feeling was that it is nowhere near wide or capacious enough to create much of a space for air to exit into, having intended it to be closer to the GMAC Corvette C6R with many vertical vanes. However, our cars tail is much closer to the rear wheels as we were trying to keep it compact hence the way it came out. Mark 2 version may well be necessary...
2. The bonnet nostril will be opened up as it is positioned directly in front of the air intake snorkel and intended as a ram air system.
I think there is a head-on picture of the car without bodywork earlier in my post that shows the intake/air filters so you can see how it mates up.
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